Automatic emergency braking system responsive to motor control



D. l. WOLFE sept. 27, 1966 AUTOMATIC EMERGENCY BRAKING SYSTEM RESPONSIVE TO MOTOR CONTROL Filed June l?, 1960 ofi/MOM .l Wolff BY QW? M` ibid? 4 .w12

United States Patent O 3,275,107 AUTOMATIC ENIERGENCY BRAKING SYSTEM RESPONSIVE TO MOTOR CONTRGL Damon I. Wolfe, 219 W. Main St., West Carrollton, h10 Filed June 17, 1960, Ser. No. 36,892 13 Claims. (Cl. 192-3) This invention relates to a novel automatic emergency braking system. It is particularly advantageous in application to automotive vehicles and will be so described. However, it yshould be readily obvious therefrom to those versed in the art that the application and embodiment of the invention is not so limited and such is not intended.

Most automotive vehicles employ an emergency brake which is hand controlled. In instance of use an operating handle available at the dash board must be reached, grasped and pulled in order to set the brake. This does not provide optimum safety since a hand controlled emeregency brake tends to be yimpositive in character. Moreover, many times it is inadequate for emergencies, due to both human and mechanical factors.

The present invention affords improvements in the art by providing an emergency braking system for power driven units which minimizes the human factor. This system, as applied to automotive vehicles, is designed to produce an automatic braking function in response to turning off the ignition switch to cut the engine in the vehicle in -which it is employed. Means are also provided in accordance with the invention, whereby in the alternative the braking function may be effected by application of the conventional brake pedal in the vehicle. Thus, the invention can provide an automatic emergency braking action which is simultaneous with and supplemental to that effected in a vehicle by application of the brake pedal.

A primary object of the invention is to provide an emergency brake system-for power driven units which is particularly advantageous in application to automotive vehicles and which may be economically manufactured, more efficient and satisfactory in use, adaptable to a Wide variety of applications and unlikely to malfunction.

A` further object is to provide emergency brake apparatus which is simple, effective and automatic in character.

Another object of the invention is to provide automatic braking apparatus particularly applicable to automotive vehicles which is rendered inoperative under the inuence of applied vacuum and rendered operative `in absence thereof.

Au additional object of the invention is to provide emergency braking apparatus which may be readily connected into the intake manifold of an engine in a vehicle such as an automobile.

A further object of the invention is to provide an improved emergency brake system which is supplemental to and operable simultaneously with the conventional brake system in a self propelled vehicle,

A further object of the invention is `to provide a vacuum controlled emergency braking system having means for overriding its normal operation.

An additional object of the invention is to provide automatic emergency braking apparatus possessing the advantageous structural features, the inherent meritorious characteristics and the means and mode of operation herein described.

With the above primary and other incidental objects in view which more fully appear in the specification, the invention intended to be protected by Letters Patent consists of the features of construction, the parts and combinations thereof, Vand the inode of operation as hereinafter described or illustrated in the accompanying drawings, or their equivalents.

ICCY

Referring to the drawings, wherein preferred but not necessarily the only forms of embodiment of the invention are shown,

FIG. l is a generally schematic view of an emergency brake system in accordance with the invention and FIG. 1a a detail;

FIG. 2 is an enlarged fragmentary view of the system shown in FIG. 1 and FIG. 2a a detail thereof; and

FIG. 3 is -a fragmentary view illustrating a modifica-tion of the system shown in FIG. 1.

The invention can be best described with reference to the embodiment shown in the accompanying drawings. The invention system is illustated in application to an automobile having an internal combustion engine. It includes a base plate 1 `suitably anchored to the automobile frame, preferably adjacent its transmission. A vertical projection 2 to one end of the plate 1 resiliently mounts one end of a cylindrical housing 3. Any suitable means may be employed to mount the housing as long as it permits damped, vertical and relative pivoting movement thereof with respect to the projection 2 and normally positions the housing over and generally parallel to the plate 1.

A piston 4 mounts in the housing 3 about one end of a tubular rod 5 which projects therethrough. The tube 5 bears in the end of housing 3 remote from the projection 2 and extends outwardly therefrom. The piston 4 has -a flexible seal 'about its periphery which bears on the inner wall of the housing 3 and defines relatively sealed chambers 6 and 7 therein to either side thereof. The chamber 6 is to the side of the piston adjacent the projection 2 while the chamber 7 is remote therefrom. A coil spring 8 in the chamber 6 biases the piston 4 towards the center of the housing 3 and from its end adjacent the projection 2.

The tubular rod 5, which extends through the chamber 7, has a portion 5 projecting slightly beyond the piston 4 and into the chamber 6. Suitable seals vare provided between the housing and the rod 5 and lthe piston and the rod 5 to prevent leakage from the housing and between the chambers 6 and 7. Also, the innermost end of rod 5 in chamber 6 is closed for purposes `to be further described.

The tube 5 has diametrically opposed slots 9 and 10 therein to either side of the piston 4 and adjacent thereto. It also has an aperture 11 in its projected extremity relatively adjacent 'a rod extension 12.' The extension 12 is bifurcated to provide laterally spaced arms which are connected by la pivot pin 13. The pin 13 lies in a plane generally parallel to the plate 1 and remote from the projection 2.

The end of plate 1 remote from the projection 2 has a channel member 14 projecting vertically thereof. A plate 15 is also projected vertically of the plate 1 in a position adjacent and spaced from the member 14. A pivot pin 16 projects laterally of the plate 15 across the plate 1 and in a position below and parallel to the pin 13. As may be seen from the drawings, the pin 13 is above and spaced intermediately of the member 14 and the plate 15 in the brake release position lshown in FIG. 2.`

A crank lever 17 is provided which is of a compound character. lts lower portion 18 is generally arcuate and has one end 19 pivoted on the pin 13 while its other end 20 is pivoted on the pin 16. The upper por-tion 21 of the lever 17 is in the form of a generally rectangular narrow plate having its lower end connected to one side of the upper end 19 of the lever portion 18 and receiving the pivot pin 13 therethrough. In its brake release position, -the portion 21 of the lever 17 yis positioned to incline upwardly from the pin 13 in the direction of the projection 2 and over the bifurcation 12. The upper extremity of the lever portion 21 ihas a right angled lateral extension 22 from its side remote from the projection 2. A rod 23 is pivotally connected at one end of the upper end of portion 21 and extends rearwardly thereof in a direction away from the-projection 2 to have its other end operatively connect -to the conventional brake cables in the automobile in which the invention system is incorporated. A further cable 24 is connected to the extension 22 and extends rearwardly thereof for purposes to be further described.

A'pair of support arms 25 integral with the upper surfaces of the bifurcated portions of rod extension 12 are positioned adjacent and upwardly and rearwardly inclined over the pin 13 to either side of the lever portion 21. The upper extremities of the arms 25 are xed to the dome shaped end of a booster housing 26 to support this housing in a position generally parallel to the tubular rod 5.

-A rod 27 bears in the tubular rod 5 to have one end adjacent the innermost end thereof and its otherend extend outwardly between the bifurcations of the exten-V sion 12. The outermost end 28 of the rod 27 is inclined upwardly and away from the housing3.

Two passages are provided longitudinally of and within the rod 27. One passage 29 opens to one end at the4 rically opposite the` side containing the opening 30. The e openings 32 and 33 are .respectively positioned adjacent and inwardly from the rod portion 28 and immediately adjacent the innermost extremity of the rod 27, spaced to either side of opening 30.

The openings 33 are adapted to selectively communicate ywith the slots 10 in the tubular rod 5 while the i opening 32 is elongated so that in any instance it will remain in communication wi-th the aperture 11 in the rod 5 in the example illustrated in the drawings.

The housing 26 previously referred to has a flexible diaphragm 34 therein dividing its dome shaped extremity into an outer chamber 35 whichis sealed thereby and an inner chamber 36 which has a cylindrical extension 37 to its end remote from the diaphragm 34. A Vtubular adapter 38 defines an opening to the chamber 36 to its end opposite the diaphragm 34. Coil spring 39 interposed in chamber 36 centers the diaphragm 34 `inthe dome :shaped portion ofthe housing 26 and applied a bias thereof toward the chamber 35.' A control rod 40 connects to and extends from the center of the diaphragm 34 through chamber 35 and the center of the dome shaped extremity of the housing 26. 'Proper seals are provided to insure a seal of the chamber 35. The projected end of the control rod 40 has an aperture which receives the upper end of a rod 41, the lower end of which is oriented parallel to the `rod 40 and welded to the upwardly inclined projected end of the rod 27. Therods 40 and 41 are` suitably fixed at their connected portions for conjoint movement as will be further described.

A :sprirgf42isiconnected at one end to a pin inter,-

mediate the ends of lever portion 21 and at its other end to the channel -member `14 at the `plate 1.. In the brakeV release `condition Vof the system shown in FIG. 2 ofthe drawings, thegspring 42 is positioned to the left of the pin 13 in an over-center position relative thereto tobias the lever 17 counter-clockwise and establish rod 23 in a brake release position. Y

A main vacuum line 43 is shown to connect the engine Yintake manifold M of the automobile with adaptor 38 of the housing 26. A T-shaped'connector 44, a check valve 45,-a T-shaped connector 46 anda normally open shut oic valve 47` are successively `interposed in the line 43 between the intake manifold M and the housing26.

the'connector 44 to one end and into connector 46 at its other end. A check valve 52, vacuum tank 53,'T

shaped connector 54-and throttle valve 55 are: succesw sively interposed in auxiliary line 48 between the connectors 44 and 46. A lever 56 connects to and `controls the normally closed throttle` valve 55.'4 This lever is connected tothe engine throttle of the automobile for operation thereby to open the valve 55 only at full throttle and for purposes to be `further described herein.

A line 57 connects to the connector 54 to one end and couples to the rod 27 at its other end to provide direct communication between the vacuum tank 53 and the passage 29 in rod 27 at'all times.

Each of the lines indicated is provided by a small bore flexible tubing.

A system is thus provided which oifers automatic emergency braking in 4the following manner. When the ignition switch in the automobile is turned Y. on and the engine started, a vacuum'is naturally created in the manifold M, main vacuum line 43 and auxiliary line 48 between the; manifold and the throttle S5 which is closed. A vacuum Vis also established in the passage'29 in rod 27 through the line 5,7. The vacuum in line 43 operates on the diaphragm 34 in housing y26 againstthe biasof the spring39 to pull the diaphragm towards the chamber 36. This draws rod 40V inwardly of the housing `26 to the position shown in PIG. 2 of the `drawings to correspondingly move rod 27 outwardly of the tubular rod 5 suiciently to position the opening .30 from passage 29 in rod 27 in direct communication with slot 9 in rod 5 within the chamber-.7 of housing 3.l A vacuum is thus established in chamber 7. At the same time an opening 33 from passage 31 in rod 27 alignsr with the slot 10 in rod 5 disposed in the chamber 6 to provide atmospheric Ypressure in Vchamber 6r The above results in a sharp projection of tubular rod 5 outwardly of Vthe housing l3 to the position shown in FIG. 2. Rod 27 moves with rod 5 since it is operatively connected for movement therewith through the medium of housing y26 and rods 40 and 411.' The pivot pin 13 is moved thereby to pivot theY lever` 17 counter-clockwise to theposition illustrated in FIG. r2 suiiicient to position the over-center spring'42 to the lef-t of pivot 13.` In this over-center position'the spring 42 will maintain the lever 17 as shown in FIG. 2 of the drawings to x it and control rod 23'in'a brake release position. f'

`In the event that the engine of the automobile is run at full throttle, thevacuum established in the intake manifold is substantially reduced and the throttle valve'lever 56 Vis automatically actuated at this timeV through suitable controls to open the valve 55. Prior thereto a substantial vacuum has been established in thek tank 53. As valve 55 is opened, the tank 53 is thereby switched into the Vmain vacuum vacuum line at the connector 46 |to automatically maintain the vacuum'on the diaphragm 34 without interruption and maintain the brake release position of the lever 17 thereby. The check valve 52 prevents loss of vacuum at the tank as the vacuum fails in the manifold M;

On cutting lthe engine by turning oi the ignition switch, vacuum is automatically lost at the manifold M and the throttle valve 55 is automatically closed to shut olf the i ing 3. Due tothe continuous connection vof the tank -53 with the passage29 and rod 27, a vacuum is created inthe chamber 6 through the aligned opening 30 and slot 9.1

At `thefsam'e time the other opening 33 in ro'd27 aligns with slot in rod 5 within chamber 7 to provide atmospheric pressure therein. This causes the piston 4 to be drawn into the housin-g 3 against the bias of the spring 8. The tubular rod 5 and rod 27 are conjointly moved thereby inwardly of the housing 3 to pivot the lever 17 about the pin 16 through the medium of the pin 13 sufficiently for the spring 42 to be displaced right of center with respect to the pin 13. In the process, the control rod 23 operates brake cables connected to iix the emergency brake in a locked position. Due to the fact the overcenter spring 42 has been displaced right of center, this brake condition will be maintained until further movement of the rod 5 in an opposite direction.

The emergency brake may be released by starting the engine once more to apply a vacuum in the manifold M and obtain the displacement of the system components as previously described to the position shown in FIG. 2 of the drawings. The cable 24 is provided so that it may be used for manu-al release of Ithe emergency brake in the event it is necessary for the automobile to lbe towed. The cable 24 operates the system to a release condition by an obvious pivot of the lever 17 to displace the spring 42 over-center with respect to the pin 13 to the position shown in FIG. 2 of the drawings.

The valve 47 provides a further medium for opening the main vacuum line 43 and causing automatic emergency braking action. Reference is made to FIG. 3 of the drawings which shows a preferred manner of its incorporation. Here the valve 47 is shown mounted to depend from the oor board F of the automobile directly under the conventional brake pedal P. The valve 47 includes a housing 60 connected at one end to depend from the iioor board. The housing 60 contains a piston 61 having a rod y62 connected to project from the housing through suitable seals and up through the floor board F in the path yof movement of the brake pedal B. A spring 6'3 between the piston I61 and the dependent end of housing 60 normally biases the rod y62 upwardly of .the Hoor board. The piston normally delines separate chambers 64 and 65 in housing 60 respectively to the upper and lower ends thereof. The chamber 64 has a small aperture 66 venting it to the atmosphere.

The lower end of the housing 60 is interposed in the main vacuum line 43 between lthe connector 46 and housing 26, as indicated, through an opening in its dependent extremity `and another .into the chamber 65 at its side. When the engine of the automobile is in operation and emergency brakes are necessary, on full depression of the brake pedal Athe rod 62 will be engaged thereby to depress the pist-on 61 to close the communication between the openings into the chamber 65. This will place the opening into the side of chamber 65 in direct communication with the atmosphere through the vent opening in the chamber 64. As a result there will be a loss of vacuum in the housing 26 and corresponding displacement of the system apparatus to a braking position in a manne-r as previously described.

Thus it may be seen that avery simple and effective automatic emergency braking system may lbe provided in accordance with the invention in lan ordinary automobile or similarly constituted vehicle. The system is quite economical and requires no special equipment for incorporation.

The apparatus of the invention system is so related to minimize the human factor and provide a braking action which is immediate `and positive in character. As shown,

in the instance of the system being applied -to an ordinary automobile, it provides immediate and positive braking on turning olf the ignition switch or in any instance engine operation is interrupted. A modilication of the invention illustrated affords a supplemental automatic emergency braking means with respect to the conventional brake system in an automobile in a manner to make lthe automobile safer to operate and more eilcient and effective with respect to its brake system at all times.V

As is obvious, the invention system, while particularly applicable to vehicles, may be applied to any power driven unit where brakes are essential.

From the above description it will be lapparent there is thus provided a device of the character described possessing the particular features of advantage before enumerated as desirable, but which obviously is susceptible of modiiication in its form, proportions, detail construction, and arrangement of parts without departing from the principle involved or sacrificing any of its advantages.

While in order to comply with this statute the invention has been described in language more or less specitic as to structural features, it is to be understood that the i711- vention is not limited to the specilic features shown but ythat the means and construction herein disclosed comprise but one of several modes of putting the invention into effect, and the invention is therefore claimed in any'of its forms or modifications within the legitimate .and valid scope of the appended claims.

Having .thus described my invention, I claim:

1. An automatic control system for emergency brakes comprising, means defining a main vacuum line, means connected in said main line detining an auxiliary line, means for producing a vacuum in said lines, normally closed valve means in said auxiliary line, means in said auxiliary line to maintain a vacuum therein on subsequent failure of said vacuum producing mearns to do so, brake control means having a braking and a brake release position, said brake control means respectively having, on the one hand, an operative connection Ito said main line and the means maintaining a vacuum in said auxiliary line, and, on the other hand, an operative connection to the emergency brakes and being arranged thereby to automatically respond to a predetermined vacuum condition in said main and yauxiliary lines to assume a brake release position and means in connection with said normally closed valve means having an operative connection t-o said vacuum producing means and arranged thereby to open said valve means to maintain .the vacuum in said main line sutiicient to cause lthe control means to be retained in a brake release position on a predetermined failure of the vacuum producing means to do so.

2. Control apparatus for emergency brakes comprising a control element for engagement with the brakes for the selective movement thereof to a braking or a brake release position, a main vacuum line, a secondary vacuum line, means operatively related to simultaneously produce a predetermined vacuum level in both said lines, brake activator means having, on the one hand, an operative connection to said control element and, on the other hand, an operative connection to said main and secondary vacuum lines to respond to a predetermined vacuum level in said respective lines to place said control element in a brake release position and to respond to a relative failure of the said vacuum in said main line to maintain its level to automatically move said element to a brake engaging position.

3. Brake control apparatus for a unit including brake means, which unit is powered by an internal combustion engine, comprising support means, a lever means pivoted at one end to said support means, means extending from adjacent the opposite end of said lever means for connection to said brake means and operable on selective pivoting of said lever means to place said brake means in an engaged or a released position, a housing having one end connected to said support means, a piston means slidable in said housing in transversely bridging relation thereto, a rod means in connection with said piston means, said rod means bearing in and projecting from said housing to pivotally connect to an intermediate portion of said lever means and means for operatively relatjing Vthe engine to said -rod and piston means to produce thereby, on starting said engine, a positioning of said piston means in said housing which rocks said lever means topositi-on the brake`means in a released condition and, on interruption of the operation of said engine, a conditioning of said rod and piston means to rock said lever means to place said brake means inVV a braked condition.

4.iApparatus for controlling brakes comprising sup-V port means, lever means one end of which is pivoted to said support means, a control element'extending from y the opposite end of said lever means for connection to said brakes, a housing resiliently connected at one end to said support means, a piston means forming two chambers within said housing having a connected rod assembly which projects therefrom to pivotally connect to an intermediate portion of said lever means, further means in connection with said rod assembly for selectively applying a vacuum in said chambers to respectively induce a movement of said piston means in said housing, in one instance to rock said lever means ,toV

cause the control element to release the Jbrakes and in the other instance to rockjsaid lever means toY cause said control element to engage saidbrakes, and means interconnected between said support and lever means operating to ix the lever means against inadvertent displacement either when it causes said control element to place the brake means in a released condition lor an engaged condition. l

5. In a unit driven by an internal combustion engine,

which unit includes brake means, control means for f ing a portion thereof operable, on the achievement VofV Va predetermined operating condition of said engine which results in a failure of the vacuum in its intake manifold, to maintain a proper vacuum in application to said control means and thereby maintain the brakes in a released condition.

6.` Control apparatus for the emergency brakes Ain a powered vehicle Yincluding a control element for moving the brakes to either a braked or a released condition, a main vacuum line, a second vacuum line, a control assembly including a piston operatively connected to said control element, and means operatively relating said piston to said vacuum lines and conditioning said piston, in response to a predetermined vacuum in said line on vehicle operation, tornove said control element to a position to release the brakes.

, 7. A device as set forth in claim 6 characterized by means in connection with said main line for venting said line to the atmosphere during operation of the vean engaged position'and` means'in connection with said operator means to maintain said operator means against inadvertent displacement ,from the position assumed when the brakes are either engaged or released.

9. Control apparatus for the brakes in a unit powered by an internal combustion engine, operation ofwhich produces -a vacuumin its intake manifold, comprising Y means for connection with said brakes-operable to selectively move said brakes to an engaged or released condition, pressure sensitivemeans, means operatively relating said pressure sensitive means to said brake'moving means, and means providing, on the occurrence of,a vacuum in said intakemanifold, an application of the 4vacuum to said pressure sensitive means in a sense to produce therethrough `amovement of said ,brake movingmeans to release ,said brakes and `further providing on-failure of in a power driven unit `having means in connection there- Y hicle whereby to interrupt a portion of the vacuum ap,-`

plied to the control assembly, said means operatively relating said piston to said vacuum lines being rendered operative vthereby to causev said control elementY to responsively move said brake means to an engaged condition. Y

8. In a unitdriven by an internal combustion'engine having brake means, brake operator means for positioning the brake means in a released or engaged condition,V

the vacuum in said manifold, an application-of vacuum to said pressure sensitive meansin a yreverse sense whereby to produce therethrough a movement of saidbrake moving means to provide an engagement of said brakes.

10. .An automatic brake system for use on brakemeans with providing a vacuum on energizing thereof..comprising, support means, lever means pivoted adjacent one -end thereof to said support means, means in connection with said lever means and extending therefromV for connection to said brake means, and means having an opera-y tive connection to said levermeans'arranged to selectively rock said lever means, and means for communicating the produced vacuum with said rocking means to renderV combustion engine .in a manner whereby on operation ofthe engine the vacuum produced thereby will-be automatically applied to said control means in one sense to cause the means in connection therewith to automatically and directly establish the brakes in a released condition, said control means being arranged to respond :to a failure of vacuum in the intake manifold of the internal combustion engine and a transmission .ofv vacuum v from saidstorage means in a sense to cause the means in connection therewith `to automatically establish the brakes in `an engaged condition.

12. Control apparatus for the brakes in a power driven unit having means in connection therewith producing, on energiza'tion thereof, a vacuum, comprising operator means for Vconnection with said brakes, control means including pressure sensitive elements connected to automatically and directly respond to the vacuum produced j on operation of said power driven unit to induce saidV operator means to assume a brake released condition and to directly and automatically cause said operator meansy to assume a brake engaged conditionin response to an interruption of the operation of the power'driven unit which produces a failure of said vacuum and means included in said control means for disabling thereof during the production of vacuum lby saidV power driven unit.Y

inV a manner to cause the brake operator means'to produce an engagement of saidrbrakes. y

` 13. Control apparatus for emergency brakes comprising a control element for engagement-with the brakes for selective movement thereof to a braking or a brake release position,a main Vvacuum line, means for producing a predetermined vacuum level in said main line, brake activator means having, on the one hand, an operative connection to said control element and, on the other hand, an operative connection to said main line to respond to a predetermined vacuum level in said line to place said control element in a brake released position and to respond to a failure of said vacuum in said main line to maintain its level to automatically move said element to a brake engaging position, an auxiliary vacuum line in communication with said vacuum producing means providing a vacuum storage line and means interconnecting said vacuum storage line with a portion of said activator means to provide for the selective achievement of the braking or brake released position of said brakes.

References Cited by the Examiner UNITED STATES PATENTS Kazenmaire 188-170 Trachsel 188-170 X Simpkins 18S-170 X Bower 74-100 X Dansel 18S-170 X House et al. 188-170 Examiners. 

1. AN AUTOMATIC CONTROL SYSTEM FOR EMERGENCY BRAKES COMPRISING, MEANS DEFINING A MAIN VACUUM LINE, MEANS CONNECTED IN SAID MAIN LINE DEFINING AN AUXILIARY LINE, MEANS FOR PRODUCING A VACUUM IN SAID LINES, NORMALLY CLOSED VALVE MEANS IN SAID AUXILIARY LINE, MEANS IN SAID AUXILIARY LINE TO MAINTAIN A VACUUM THEREIN ON SUBSEQUENT FAILURE OF SAID VACUUM PRODUCING MEANS TO DO SO, BRAKE CONTROL MEANS HAVING A BRAKING AND A BRAKE RELEASE POSITION, SAID BRAKE CONTROL MEANS RESPECTIVELY HAVING, ON THE ONE HAND, AN OPERATIVE CONNECTION TO SAID MAIN LINE AND THE MEANS MAINTAINING A VACUUM IN SAID AUXILIARY LINE, AND, ON THE OTHER HAND, AN OPERATIVE CONNECTION TO THE EMERGENCY BRAKES AND BEING ARRANGED THEREBY TO AUTOMATICALLY RESPOND TO A PREDETERMINED VACUUM CONDITION IN SAID MAIN AND AUXILIARY LINES TO ASSUME A BRAKE RELEASE POSITION AND MEANS IN CONNECTION WITH SAID NOR MALLY CLOSED VALVE MEANS HAVING AN OPERATIVE CONNECTION TO SAID VACUUM PRODUCING MEANS AND ARRANGED THEREBY TO OPEN SAID VALVE MEANS TO MAINTAIN THE VACUUM IN SAID MAIN LINE SUFFICIENT TO CAUSE THE CONTROL MEANS TO BE RETAINED IN A BRAKE RELEASE POSITION ON A PREDETERMINED FAILURE OF THE VACUUM PRODUCING MEANS TO DO SO. 